Car coupler



Feb. 21, 1928'. 1,660,054

E. F. STRICKLER ET AL CAR COUPLER Filed Dec. 9 1926 2 Sheets-Sheet 1 7r;:

gwuentozs Jif si 7nf2s an *E izsfriel ler abtozneq Patented Feb. 21, 1928.

uNlTEn s'rArEs P T' N OFFICE; 1

ELBERT F. STRICKLER AND JESSIE F. SIMPSON, OF KROLLITZ, WEST VIRGINIA.

can COUPLER.-

Application filed December 9,: 1926. Serial No; 153,696. r

This invention relates'tocar couplers and has relation more particularly to a device of this kind especiallydesigned and adapted for use in connection with mine cars or the like, and it is an object of the invention to provide means whereby cars may be connected in a manner whereby an efiective coupling is assured irrespective of the irregularities in the trackway and whereby the coupling may be effectively obtained with'the adj acent car bodies laterally off-set one with respect to the other. 7

An additional object of the invention is to provide means for coupling mine cars or the like whereby the coupling members during a coupling operation are free of excessive strain, the coupling membersbeing so positioned upon thecar bodies to permit the impact of the cars to be received directly upon the bumpers.

Furthermore, it is an object of the invention to provide a coupler comprising a coupling head and a coupling link or bar, the coupling head being carried by one car body and the coupling link or bar pivotally connected with a second car body, and coacting means carried by the coupling head and link or barto automatically connect the same upon entrance of the link or bar within the coupling head, the portion of the link or bar entering the coupling head being of a width materially less than the internal width of the coupling head, thus assuring flexibility to the coupling to compensate for relative transverse movements of the connected car bodies due to irregularities in thetrackway or the like and for abrupt turns that may occur in the trackway and also to assure desired coupling in the event the bodies of the cars to be coupled may be transversely offset or out of alignment. The invention consists in the details of construction and inthe combination and arrangement of the several parts of our improved car coupler whereby certain important advantages are attained and the device rendered simpler, less expensive and otherwise more convenient and advantageous for use, as will be hereinafter'more ofullyset forth.

The novel features of our invention will hereinafter be definitely claimed. v

In order that our-ini' ention may be the Inechanism particularly in vmaking better understood, we. will now proceed to describe the same with reference to the accompanying drawings, wherein 1 Figure 1 is a fragmentary view in side elevation of the opposed end portions of mine car bodies coupled with a coupling mechanism constructed in accordance with an embodiment of our invention;

Figure 2 is an enlarged fragmentary view in top planof the coupling'head as herein employed, the coacting coupling link-or bar being shown in fragment;

Figure 3 is a longitudinal vertical sectional view taken through the structure as illustrated in Figure 2 with certain of the parts in elevation; V,

Figure 41' is a fragmentary view in top plan ofthe pivoted end portion of the coupling link or bar;

Figure 5 is a view' in top plan and of a diagrammatic character illustrating the manner of effecting a coupling operation with the'adjacent car bodies laterally offset or out of alignment; V

Figure 6' is a fragmentary view in top plan and also of a diagrammatic character illustrating the flexibility of the coupling a relatively abrupt or sharp turn.

1 As disclosed in the accompanying drawings, C denotes the opposed end 'portionsof a mine car-body or the like provided with the conventional bumpers B. Extending lengthwise "of each of the car bodies (1' is'a conventional draw bar D one end portion of which being raised, as at Labovethe adjacent bumper B whereby a clevis is provided. Disposed through the clevis is a pin 2 which provides a pivotal mounting for an end portion of a coupling link'or bar 3. The pivoted end" portion ofthe link or bar 3, as hereindisclosed, is transversely enlarged and provided inwardly of its pivotalniounting- 2 with the transversely disposed arms 4; These arms 4 are adapted to contact with an interposed pin 5' carried by the clevis whereby the extentof swinging movement of the link or bar 3 about the pin 2 is limited. It is to be particularly noted in'Figures 4, 5 and 6 that the opposed edge faces a of the. arms 4 diverge outwardly and by adjusting the position of pin lengthwise of the clevis the on tent of swinging movement of the link or 7 bar 3 may be regulated as desired. For

through which the pin 5 is adapted to be selectively disposed.

The coupling head H carried by the bumper B of each car body or the bumper v B of the succeeding car body constitutes-a a channel iron of requisite-dimensions with its base or intermediate portion 7 resting upon'thebumper B with the adjacent end portion of the draw bar D extending thereover. The bar D and head H are effectively maintained in applied position throughthe medium of the rivets 8 or the like. V

The forward or outer end portions of the side members 9 of the coupling head are outwardly flared, as at 10, said flared portions 10 being in advance of the base or intermediate portion 7. The draw bar D also extends, as herein disclosed, in advance of such base or intermediate portion 7 and such extended portion 11 is disposed on a downward incline. The flared portions 10 of the side members 9 together with the downwardly inclined portion 11 of the draw bar D facilitate the entrance of the coupling link or bar 3 into the coupling head-H.

The flared portionslO of the side walls or members 9' of the head H are braced by the angle irons 12 or the like riveted or otherwise secured to the bumper B and the flared portions 10 and said irons or bracing members 112' being arranged exteriorly of the head H, as is illustrated in Figure 2. 'Interposed between the flared portions 10 and the adjacent forward end portions of the side membersor walls 9 of the head H is a plate .14 substantially V-shaped in a section' taken lengthwise of the head H, said I plate 14 being maintained in applied position by the angle irons 15 or the like. The forward marginal portion of the plate 14 terminates substantially flush at the forward extremities of the upper edges of the flared portionslO while the low point or apex portio'n of said plate 14 is positioned substantially in transverse alignment with the junctions between the, flared portions 10 and the side walls or members 9 of the head H. v v

' Each of the side walls or members 9 of the head H is provided with a forwardly and downwardly inclined slot 16 the lower or forward end portion of which terminating inwardly of but in relatively close proximity to the low point or apex portion of the plate 14. Bridging the space between the side walls or members 9 and freely extending through each of the slots 16 is a cou plingpin 17 the angle of each of the slots 16 with respect tothe horizontal being such to cause the pin 17 to normally engage the lower end portion of the slot, such normal position being maintained by gravity. The pin 17 is cylindrical andofa diameter less than the width of each of the slots. 16 so that the pin 17 is free to have rollingaction whereby the efficiency of the pin 17 is materially facilitated.

The pin 17 is also ofa length to extend a pronounced distance beyond the opposed side wallsor members 9 and'each of said extcnded'portions is disposed through a.

tended finger 22 to which is attached an ex trennty ofa flexible member 23, such as a In pract1ce,.1t .lS pre chain or the like. ferred that the member 23 have its .eX- tremities operatively connected with both of the washers 18 so that when desired the pin 17 may be readily raised or lifted to uncouple. I

The looseness of the pin 17 within the slots 16 and with the washers 18 assures the pin 17 having such freedom of movement to rendor the coupling highly flexible in its functioning. In other words; no matter at what angle either the coupling link or bar 3 may enter the coupling head H, the pin 17 ,will

readily move upwardly over the hook 24 arin ranged at the outer end of the link or bar 9 2). (her increased by having thegend portion of the link or bar 3 entering'the coupling head of a width or transverse dimension materially less than the interior transverse di-.

ameter or width of the head E. This structure assures the, desired coupling of cars when the bodies of the cars may be laterally or transversely offset as illustrated in F ig ure 5 and alsoassures the mamtanance of;

the desired coupling when the train makes an abrupt turn as illustrated in Figure 6.

It is to be noted that the vertical space between the lower or apex portion of the applied plate 14 and thedraw bar D is only slightly greater than the maximum height ofthehook 24 and as illustrated in Figure 3 the forward edge face I) of thehook 24 is disposed on: an upward and inward. incline.

This assures the requisite raising or lifting of the pin 17 as the hook 24 enters the head H irrespective of the angle of such entry with respect to the transverse centerv of'the head H; I p

The formation of'the plate 14 is such that in the event of the pin 17 breaking or upon The flexibility of the coupling is furthe pin 17 being released accidentally or otherwise from the hook 24, the link or bar 3- will readily free itself from the head H as the inner upwardly inclined portion of the plate 14 oflers no obstruction with which ward edge face thereof so that during a.

coupling operation the impact will be directed upon the adjacent bumpers of the car bodies without any undue strain or stress being imposed upon any parts of the coupling means. This is also true in transit and uring which time the only strain imposed upon the coupling means is the required tractive force.

The functioning of our improved coupler is also materially facilitated by the fact that the link or bar 3 has movement around a fixed pivot point 2 and is incapable of independent longitudinal movement other than the minimum amount which may result from wear at its pivotal connection. v

In the general type of mine cars they are at all times arranged in the same way in a train to facilitate dumping and for which reason it is of advantage to mount or apply the coupling link or bar 3 as herein disclosed.

The structure as illustrated in Figures 2 and 3 is one preferably employed in applying our coupling means to an old car. While this exact arrangement can be employed with facility in the building of a new'car yet in this latter structure it may be preferable to have the head H integrally formed with the draw bar D. As this is an obvious construction it is not believed that a detailed illustration is necessary.

It is an advantage to have the bumper B provided with a groove 5 in which the coupling head H seats and into which is also disposed the extended portion 11 of the draw bar D. This groove 6 gives greater flexibility to the coupling and makes the coupling more positive in case of low joints in the trackway.

From the foregoing description it is thought to be obvious that a car coupler constructed in accordance with our invention is particularly well adapted for use by reason of the convenience and facility with which it may be assembled and operated, and it will also be obvious that our invention is susceptible of some change and modification without departing from the principles and spirit thereof and for this reason we do not wish to be understood as limiting ourselves to the precise arrangement and formation of the several parts herein shown in carrying out our invention in practice except as hereinafter claimed.

We claim 1. A coupler comprising a channel shaped head provided at one end with flaring wall portions, a plate bridging the channel of said head and spaced above the bottom wall thereof, said plate having synclined lower surfaces and the side walls of the head member being provided with inclined slots located under theinner portion of said plate.

2. A coupler comprising a channel shaped head provided at one end with flaring wall portions, a plate bridging the channel of said head and spaced above the bottom wall thereof, said plate having synclined lower sur faces and the side walls of the' head member being provided with inclined slots located under the inner portion of said plate, the slots having their longer side edges disposed at an angle to the adjacent under surface of the plate.

In testimony whereof we hereunto alfix our signatures.

ELBERT F. STRICKLER. I JESSIE F. SIMPSON. 

